US10087855B2 - Control method and control device for internal combustion engine - Google Patents

Control method and control device for internal combustion engine Download PDF

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US10087855B2
US10087855B2 US15/740,537 US201515740537A US10087855B2 US 10087855 B2 US10087855 B2 US 10087855B2 US 201515740537 A US201515740537 A US 201515740537A US 10087855 B2 US10087855 B2 US 10087855B2
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supercharging pressure
compression ratio
mechanical compression
internal combustion
combustion engine
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US20180187612A1 (en
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Eiji Takahashi
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/005—Controlling engines characterised by their being supercharged with the supercharger being mechanically driven by the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0021—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio
    • F01L13/0026—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio by means of an eccentric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0673—Valves; Pressure or flow regulators; Mixers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0052—Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a control for an internal combustion engine having a variable compression ratio mechanism which is capable of modifying a mechanical compression ratio.
  • a patent document 1 describes a technology determining a fuel increment value for a prevention of an overheat of a catalyst on a basis of a load relation value and a mechanical compression ratio in order to reduce a temperature of the catalyst disposed in an exhaust passage, as a control for an internal combustion engine in which a variable compression ratio mechanism which is capable of modifying the mechanical compression ratio, the mechanical compression ratio being a geometrical compression ratio of the internal combustion engine, is equipped.
  • Patent Document 1 A Japanese Patent Application First (Laid-open) Publication No. 2009-185669
  • variable compression ratio mechanism modifies the mechanical compression ratio from a high compression ratio side to a low compression ratio side.
  • a supercharging pressure becomes high before this mechanical compression ratio becomes sufficiently lowered, there is a possibility that the generation of knocking and the excessive cylinder inner pressure rise are introduced.
  • variable compression ratio mechanism which is capable of modifying a mechanical compression ratio, a supercharger which supercharges intake air, and a supercharging pressure adjustment mechanism which adjusts a supercharging pressure are equipped, the mechanical compression ratio is detected, and the above-described supercharging pressure is limited on a basis of this mechanical compression ratio.
  • a delay of a change in the mechanical compression ratio with respect to the change in the supercharging pressure is suppressed and a worsening of an engine drivability involved in this delay can be suppressed.
  • FIG. 1 is a configuration view simply representing an internal combustion engine in which a turbo charger is equipped in a preferred embodiment according to the present invention.
  • FIG. 2 is a configuration view simply representing a variable compression ratio mechanism in the preferred embodiment.
  • FIG. 3 is an explanatory view representing a first limiter and a second limiter.
  • FIG. 4 is an explanatory view representing a determination on a degree of pace of a rise in a demand load.
  • FIG. 5 is a flowchart representing a flow of a supercharging pressure control in the preferred embodiment.
  • FIG. 6 is a flowchart representing a flow of a compression ratio control in the above-described preferred embodiment.
  • FIGS. 7(A) and 7(B) are explanatory views representing an operation at a time of an abrupt acceleration from a low load.
  • FIGS. 8(A) and 8(B) are explanatory views representing an operation at a time of a moderate acceleration from the low load.
  • FIGS. 9(A) and 9(B) are explanatory views representing an operation at a time of the moderate acceleration starting from the low load, a steady state, and ended at a high load.
  • a turbo charger 2 is disposed between an exhaust passage 4 and intake passage 3 to supercharge intake air utilizing an exhaust energy in an internal combustion engine 1 to which a preferred embodiment according to the present invention is applied.
  • An output of the internal combustion engine is gear shifted by an automatic transmission 8 and is transmitted to driving wheels.
  • a control section 6 has a function to store and execute various types of engine controls. On a basis of signals inputted from an engine rotation number sensor 11 , an accelerator pedal sensor 12 which detects a depression quantity of an accelerator pedal and detects a depression speed thereof, and so forth, control section 6 outputs control signals to fuel injection valves 14 and ignition plugs 15 to control a throttle opening angle, a fuel injection quantity, a fuel injection timing, an ignition timing, and so forth. In addition, control section 6 adjusts an opening angle of an exhaust (gas) bypass valve 7 as a supercharging pressure adjusting mechanism on a basis of the supercharging pressure detected by supercharging pressure sensor 5 to control the supercharging pressure to a desired target supercharging pressure.
  • an exhaust (gas) bypass valve 7 as a supercharging pressure adjusting mechanism on a basis of the supercharging pressure detected by supercharging pressure sensor 5 to control the supercharging pressure to a desired target supercharging pressure.
  • FIG. 2 shows a variable compression ratio mechanism 20 utilizing a double link type piston-crank mechanism.
  • a piston 22 of each cylinder is slidably fitted into a corresponding one of cylinders 23 and a crankshaft 24 is rotatably supported by cylinder block 21 .
  • Variable compression ratio mechanism 20 includes: a lower link 25 rotatably attached to a crank pin 24 A of crankshaft 24 ; an upper link 26 linking this lower ink 25 and piston 22 ; a control shaft 27 rotatably supported at an engine main frame side of cylinder block 21 , and so forth; and a control link 28 linking a control eccentric shaft section disposed eccentrically to control shaft 27 and lower link 25 .
  • Piston 22 and an upper end of upper link 26 are relatively rotatably linked via a piston pin 30 .
  • a lower end of upper link 26 and lower link 25 are relatively rotatable via a first linkage pin 31 and an upper end of control link 28 and lower link 25 are relatively rotatably linked via a second linkage pin 32 .
  • a lower end of control link 28 is rotatably attached to a control eccentric shaft section of control shaft 27 .
  • a drive motor 33 is linked to control shaft 27 as an actuator.
  • This drive motor 33 causes a rotation position of control shaft 27 to be modified and held so that, in association with a change in posture of lower link 25 , a piston stroke characteristic including a piston upper dead center and a piston bottom dead center is varied and the mechanical compression ratio is accordingly varied.
  • the mechanical compression ratio can be controlled in accordance with an engine driving condition.
  • a control shaft sensor 34 (refer to FIG. 1 ) detecting the rotation position of control shaft 27 corresponding to this mechanical compression ratio is disposed.
  • Control section 6 performs a feedback control of drive motor 33 in order to maintain the actual mechanical compression ratio in proximity of a target compression ratio on a basis of the mechanical compression ratio detected by control shaft sensor 34 .
  • FIG. 3 shows an explanatory view representing a relationship between the mechanical compression ratio and a load corresponding to the supercharging pressure.
  • a region R 1 which is in a higher load side than a first limiter L 1 in FIG. 3 is an area (a richer side than a stoichiometric air-fuel mixture ratio) required to perform a fuel increment in order to reduce an exhaust temperature and a region R 0 which is in a lower load side than first limiter L 1 is an area in which the driving at the stoichiometric air-fuel mixture ratio or the driving at a leaner side than the stoichiometric air-fuel mixture ratio is possible.
  • a region R 2 at a higher load side than a second limiter L 2 is an area which becomes excessively rich in the mixture ratio to introduce a generation of smokes or so forth.
  • FIG. 4 shows a control map to determine a degree of pace of the demand load at an acceleration transient period involved in a depression operation of the accelerator pedal by a driver.
  • first limiter L 1 and second limiter L 2 to place a limitation for the upper limit of the supercharging pressure are switched therebetween so that the supercharging pressure is limited to be equal to or lower than a selected supercharging pressure.
  • the supercharging pressure is limited to second limiter L 2 or lower.
  • the supercharging pressure is limited to first limiter L 1 or lower.
  • a part L 1 A of first limiter L 1 enters within fuel increment region R 1 and is set such as to enable to reach to the supercharging pressure equal to second limiter L 2 . It should be noted that, in a non-supercharging area, the driving at the stoichiometric air-fuel mixture ratio is possible even under the maximum compression ratio and a load limitation through limiters L 1 , L 2 is carried out only under a situation in which the supercharging pressure is given.
  • FIG. 5 shows a flowchart representing a flow of control which limits the supercharging pressure in the preferred embodiment.
  • control section 6 reads the engine rotation speed, the depression quantity of the accelerator pedal, the depression speed of the accelerator pedal, and the mechanical compression ratio.
  • control section 6 calculates a basic target compression ratio by referring to a control map preset and stored on a basis of the engine rotation speed and the accelerator pedal depression quantity.
  • control section 6 determines whether the accelerator pedal depression quantity is larger than a first threshold value S 1 .
  • control section 6 determines whether the accelerator pedal depression speed is larger than a second threshold value S 2 . If both of steps S 3 and S 4 are positive (affirmation), the routine goes to a step S 5 . If at least one of steps S 3 , S 4 is negative (non-affirmation), the routine goes to a step S 6 .
  • control section 6 calculates second limiter L 2 by referring to the control map preset and stored in control section 6 on a basis of the engine rotation speed and the mechanical compression ratio and sets this second limiter L 2 to a supercharging pressure upper limit value and the routine goes to a step S 7 .
  • control section 6 calculates first limiter L 1 by referring to the preset and stored control map and sets this first limiter L 1 to the supercharging pressure upper limit value.
  • control section 6 determines whether the supercharging pressure upper limit value is larger than a basic target supercharging pressure. If the supercharging pressure is larger than the basic target supercharging pressure, the routine goes from a step S 7 to a step S 8 in which a target supercharging pressure is set as the basic target supercharging pressure. If the supercharging pressure upper limit value is equal to or below the basic target supercharging pressure, the routine goes to a step S 9 and, at step S 9 , the target supercharging pressure is set to the supercharging pressure upper limit value set at step S 5 or at step S 6 . At step S 10 , an opening angle of exhaust bypass valve 7 of turbo charger 2 is drivingly controlled on a basis of the target supercharging pressure set at step S 8 or step S 9 .
  • FIGS. 7(A) and 7(B) show explanatory views representing an operation when an abrupt acceleration request (demand) occurs from the low load state.
  • a steady-state driving is carried out under the low load.
  • second limiter L 2 is selected through the control shown in FIG. 5 .
  • a time interval from time t 1 to time t 2 indicates a dead time during which the mechanical compression ratio can hardly respond as will be described later and the load (the supercharging pressure) is raised until the load is limited to second limiter L 2 with the high compression ratio state kept.
  • the mechanical compression ratio responds so that the mechanical compression ratio transfers to the low compression ratio side.
  • the load (the supercharging pressure) is raised along second limiter L 2 .
  • FIGS. 8(A) and 8(B) show explanatory views representing an operation when a moderate acceleration request (demand) from the low load state is present.
  • the steady-state driving is carried out under the low load.
  • first limiter L 1 is selected through the control shown in FIG. 5 described above.
  • the time interval from time t 1 to time t 2 is the dead time during which the mechanical compression ratio can hardly respond and the load is raised until the mechanical compression ratio is limited to first limiter L 1 , with the high compression ratio state kept.
  • the load is continued to be raised along first limiter L 1 while the mechanical compression ratio respond during the time interval from time t 2 to time t 3 .
  • first limiter L 1 becomes the same value as second limiter L 2 .
  • the load is raised.
  • the load is raised in association with the fuel increment.
  • FIGS. 9(A) and 9(B) show timing charts of a case where the moderate acceleration request (demand) from the low load to a middle load is present and the moderate acceleration request (demand) from the middle load to the high load is present once after the steady-state driving is carried out.
  • the steady-state driving is carried out under the low load.
  • the rise of the demand load is moderately started and first limiter L 1 is selected.
  • the time interval between time t 1 and time t 2 is the dead time during which the mechanical compression ratio can hardly respond.
  • the load is raised up to time t 2 at which the mechanical compression ratio is limited to first limiter L 1 , with the high compression ratio state maintained.
  • the compression ratio is lowered toward the target compression ratio with the load (the supercharging pressure) maintained at a constant.
  • the steady-state driving under the middle load is carried out.
  • the load (the supercharging pressure) to first limiter L 1 rises since the time interval between time t 4 and time t 5 is the dead time during which the mechanical compression ratio can hardly respond.
  • the load (the supercharging pressure) reaches first limiter L 1
  • the supercharging pressure is limited to first limiter L 1 and, thus, the mechanical compression ratio is lowered along first limiter L 1 and the load (the supercharging pressure) is gradually raised.
  • the compression ratio reaches the lowest compression ratio, the driving point enters fuel increment region R 1 .
  • the supercharging pressure is raised in a state in which the mechanical compression ratio is held to the lowest compression ratio.
  • the dead time is present in a variable device such as variable compression ratio mechanism 20 .
  • the variable device cannot substantially respond to the request (demand) of modification due to a period of time during which a driving target is, in general, accelerated, calculation and communication delays of an electronic control, and so forth.
  • a margin up to the load limitation values may be taken by setting the low compression ratio sufficiently lower than the combination of the compression ratio and load limitation values. In this case, it follows that the compression ratio in the steady-state is lowered so that the fuel consumption (economy) in the steady-state becomes worsened.
  • the driving is carried out, with the mechanical compression ratio lowered by a predetermined quantity than the mechanical compression ratio limited by the corresponding load and, as a reduction (gear) ratio of automatic transmission 8 becomes larger, a lowering quantity of the mechanical compression ratio is made smaller.
  • the lowering quantity of the mechanical compression ratio is made smaller.
  • FIG. 6 shows a flowchart representing a flow of control of the mechanical compression ratio.
  • control section 6 reads the engine (rotation) speed, the accelerator pedal depression quantity, and the reduction (gear) ratio of automatic transmission 8 .
  • control section 6 calculates a basic target compression ratio previously stored as a map of the engine rotation speed and the accelerator pedal depression quantity.
  • control section 6 determines whether the reduction ratio of automatic transmission 8 is smaller than a predetermined third threshold value S 3 . If smaller than predetermined third threshold value S 3 , the routine goes to a step S 14 . If not smaller than third threshold value S 3 , the routine goes to a step S 15 .
  • control section 6 calculates a compression ratio correction quantity from the reduction (gear) ratio of automatic transmission 8 .
  • This compression ratio correction quantity is calculated using a preset and/or previously stored map or a table as a function such that, as the reduction (gear) ratio becomes larger, the correction quantity is made smaller.
  • control section 6 sets the compression ratio correction quantity to zero and the routine goes to a step S 16 . This reason is that, for example, in such a reduction ratio as a lowest gear by which a driving force can sufficiently largely be outputted but is not so much used in a steady-state traveling, an unnecessary reduction in the compression ratio cannot be carried out.
  • control section 6 subtracts the compression ratio correction quantity from the basic target compression ratio to calculate the target compression ratio.
  • the target compression ratio is assumed to be the lowest compression ratio in a case where the target compression ratio is lower than the lowest compression ratio.
  • electrically driven (drive) motor 33 is drivingly controlled on a basis of the target compression ratio. It should be noted that, since the mechanical compression ratio between time t 3 and time t 4 in FIGS. 9(A) and 9(B) is an example in a state in which the reduction (gear) ratio is sufficiently small.
  • the load (the supercharging pressure) approaches the mechanical compression ratio at a time point of time t 2 at which the driving on first limiter L 1 is carried out.
  • the turbo charger exhaust turbine super charger
  • the present invention is not limited to the turbo charger but the present invention is applicable to a mechanical supercharger which supercharges intake air utilizing a rotational energy of the crankshaft.
  • Variable compression ratio mechanism 20 which is capable of modifying the mechanical compression ratio, the turbo charger which supercharges intake air utilizing the exhaust energy, and exhaust bypass valve 7 which adjusts the supercharging pressure as the supercharging pressure adjustment mechanism are equipped, wherein the mechanical compression ratio is detected and the above-described supercharging pressure is limited on a basis of the mechanical compression ratio.
  • the fuel increment when the demand load is abruptly raised, the fuel increment is allowed in the range in which the problems do not occur so as to raise the supercharging pressure as early as possible.
  • the demand load when the demand load is moderately raised, the rise in the supercharging pressure is delayed until the mechanical compression ratio is sufficiently lowered. Consequently, the degree of the fuel increment can be suppressed to be small.
  • the supercharging pressure is limited to predetermined first limiter L 1 or lower at which the driving at the stoichiometric air-fuel mixture ratio under the above-described mechanical compression ratio is possible.
  • the supercharging pressure is limited to second limiter L 2 whose supercharging pressure is higher than first limiter L 1 or lower.
  • the driving in a rich state in which the air-fuel mixture ratio is lower than the stoichiometric air-fuel mixture is carried out.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
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PCT/JP2015/069094 WO2017002254A1 (ja) 2015-07-02 2015-07-02 内燃機関の制御方法及び制御装置

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EP (1) EP3318739B1 (ja)
JP (1) JP6380678B2 (ja)
KR (1) KR101848598B1 (ja)
CN (1) CN107709738B (ja)
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Publication number Priority date Publication date Assignee Title
US11821374B2 (en) 2017-06-28 2023-11-21 Nissan Motor Co., Ltd. Internal-combustion engine control method and control device

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